Air-brake.



- PATENTED JAN. 28, 1908. W. V. TURNER.

AIR BRA KB. APPLICATION FILED APR.9.1906.

3 SHEETS-SHEET l.

N0. 877,530. PATENTED JAN. 28, 1908 W. V. TURNER.

AIR BRAKE.

APPLICATION FILED APR. 9. 1906.

. 3 SHEETS-SEEET 3.

WITNESSES UNITED srA-rss PATENT osrron WALTER TURNEIL OF WILMERDING, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE AIR-BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

AIR-BRAKE Specification (sf Letters Patent.

Patented Jan. 28, 1908.

. Application filed April 9. 1906. Serial No. 310.807.

tain new and useful Improvement in Air- Br'akes, of which the following is a specificstion.v w I, I

This invention has reference to an improved-system of air brake apparatusemplpiying what is knowilas a controlline in a ition" to the usual. trairepipkaline, forming two complete ipe connectionsthroughout the train, the eatur'eslof this improvement behr designed for use in conjunction with an auxilia of usua or known construction" em loy'ed under each car, butcemprising an a dition thereto to be used for supplying the cylinder with air in applications of the. brake i'romthe control line as well as from the usual auxiliary reservoir in the manner of the ordinary One of the objects of this present haven-'- tion is to econoimze in the use of air in apparatus of this character which is generally em' ployed inlocal train service, as for example on elevated railroads, or iii-suburban work where a great m'anystopshave to be made and considerablcquantity of air is used, and also Where, as in electric traction work, the compressed air is generated by electrically driven compressors'under the cars and stored in reservoirs under the motor cars connected to the said control lines' inthe manner known in the art.

In order to-more fully ex lain this improvement, reference ma be liad to the ac companying drawingsiw erein the same is shown in preferred form, and in which Figure 1' is a diagrammatic representation indicating the equipment of two motor cars complete, with one trailer car, showing the air brake apparatus ap lied thereto;

Figure 2 is a sectiona view of a' quick action triple va-lve substantially the same as is at present in use in its principal features, but having my improved construction applied thereto;

Figure 3 is another sectionalview of the said triple valve, showing certain of the port openings in the release position;

Figure' l is a view showing the position of the said triple valve parts in the service position, and

reservoir, cylinder, and triple valve and slide valve 17 and graduating slide valve 18,

Figure 5 is a sectional view showing the position of the said several parts in the emergency application position, while Fi ire 6 is a lan view of the seat of the trip e valve sli e valve indicatin the several port openings shown in the ot or views.

Referring now more particularly toFigure 1, it will be seen that l have thereon indicated'three sets of car ap aratus comprising auxiliary reservoir 7, cy inder 8 and triple valve 9, united as is customary in this class of devices, the apparatus forming the group at each extreme end being applied on a motorcar and that in the middle applied to what may be called the trailer car, the trainpipe being the pipe marked 10, and the control pipe the part marked l1,the two pipes be in I arranged with connections to motor- -rnan s valves indicated at 12, and the motor cars-being provided with storage or main supplyreservoirs. 13, electrically driven pumps .14, and the usual ump control or governor apparatus 15, as s own.

valve is formed of usual construction, having the qick acting parts in the lower portion, t emain piston 16 attached to t is main controlling port a which leads to the brake cylinder, port b which is-the exhaust ort from the cylinder, and port 0 which al owe the air to enterand operate the emergency parts, these port openings-in the seat of the valve being substantially the same as'in the:

ordinary ty e of triple valve.

Arranged in a line parallel with the said port openings 0;, b and c, the seat of the valve as another set of port 0 eninvs marked respectively d and e, as in icate in Figure 6, t e last mentioned set of port openings being designed to supply the air admitted from the control pipe to the brake cylinder in applications of the brake, in accordance with the operation to be more particularly described. It will be observed that the passage f, which By-reference more articularly to Figures 2 to 5 inclusive, it wil be seen that the triple is formed within the triple valve casing and V with which the ort e communicates, .leads around the bushing of the tri le valve casing and connects by means of t e pi e 19 with the control pipe 11, so as to supp y air from the suidcontrol pipe in the ap hcations of the brake,the pipe 19 being-a so provided with the cutoff or stop cook 20 for use when occasion requires.

So far as concerns the operation of the devices above described, in ordinary applications of the brake,--that is, i'nsupplym air hausting the air from the cy from the reservoir to the cylinder an 'ex' inder to the atmosphere, the action of the ports a, b and c,

and the co-o crating slide valves 17 and 18,

substantia y the same as is already known 1n the art. The action of the portopenings d and e will now be more articularly described in conjunction with i ures 3 to 6 insition there is no flow from the control p1pe .to the auxiliary reservoir. application, which is indicated in Figure 4, t e port 0 is placed in communication with the port (1, however, by means of the ports h, t, 7', of the two slide valves permitting air to flow in the ap lication of the brake, from the control pipe Eirectl to the brake cylinder at the same time t at air is flowing down through the reservoir to t e'brake cylinder, thus augmentin the reservoir pressure and requiring less re notion in the reservoir pressure, or making it possible-to put it another wayto use a smaller reservoir to accomplish the same amount. or force of brake application by virtue of the utilization of certain pressure in the control pipe. I

In makin emergency applications of the brakes, as s 0WI1 1I1 Figure 5, thearrangement of the orts h, i and j of the two Shde valves is suc as still maintains the commu nication from the port e to the port d, thus still augmenting the reservoir pressure in procuring application of'the brakes, the pressure from the auxiliary reservoir and from the control pipe entering the brake cylinder af er the tram-pipe pressure has been admitted in the usual mannerby the quick action application.

Thus it will be seen that in carrying out myinvention I provide means whereby the brake cylinder pressure may be augmented by the pressure of the control pipe, in both emergency and service applications of the brakes, and require the use of a 7 smaller auxiliary .reservoir, and will produce therefore some saving effect on the pump, which is required to keep the reservoir charged,

there being always suflicient quantity of air in the control pipe to meet the requirements.

In the service assage In from the auxiliary I arrange the proportion of the port openings so that there is just sufiicient reduction in theauxiliary reservoir to produce the requisite movements'of the triple valve 'in the usual graduation action of the train, as

will be a parent to those skilled in the art,

without rther description.

By this improvement, as will be observed,

it is possible to use an auxiliary reservoir of the same capacity in conjunction with various difierent sizes of cylinders, or by properly proportioning the port openings from the.

reservoir it 1s obvious that various reductions of reservoir ressure can be obtained in graduation application, such. as may be required to secure rompt graduation.

' It is further to b junction with this improvement the control of the control line ports is subject to the graduating valve as well as to the main e observed that in conslide valve, and therefore when the graduating'valve moves it'graduates the flow of air not only. from the auxiliary reservoir, bu also from the control ipe.

Having thus descri ed my invention and illustrated its use, What I claim as new and desire to secure by Letters Patent, is the following:

' 1. vAn air brake apparatus comprising in combination a train-pipe, a cylinder, an auxiliary reservoir, a triple valve, a control pipe, and means whereby to establish communication from the control pipe to thew cylinder throu h the triple valve, for augmenting the cy inder pressure from the control pipe in applications of the brake.

2. An air brake mechanism comprising in combination a brake cylinder, a traimp e,

an auxiliary reservoir, a control p pe, an a triple valve constructed to simultaneous y admit pressuretothe brake cylinder from the auxiliary reservolr and from the'control pipe. a v 3. A brake mechanism comprising in 09mbination a train-pipe, a cylinder, an auxiliary reservpir, a control pipe, and a triplevalve i constructed to simultaneously admit pressure to the brake cylinder from the tra l}- pipe, auxiliary reservoir and control pipe.

In testimony whereof Ihave hereunto signed my name in the presence of the two subscribed witnesses.

' WALTER V. *lURNEH.

Witnesses:

J ."C. BRADLEY, F. E. GAITHER. 

